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Originally Posted by ShellDude
(Post 4508804)
One of which involved a lightning strike, fried hard drive, and power outage.
As I mentioned in an earlier post, I did recover from a write error with ME which resulted in a car that would not start or even return ID and VIN number to ME. Now, it could be that there is some point in the flashing process where if it dies it cannot be recovered, and I was lucky enough not to have the write error at that time, or it could be that ME has already got around, or is not affected by the issue veratuner is seeing. |
Originally Posted by blu3dragon
(Post 4509199)
Now, it could be that there is some point in the flashing process where if it dies it cannot be recovered, and I was lucky enough not to have the write error at that time, or it could be that ME has already got around, or is not affected by the issue veratuner is seeing.
So sounds like what VT is doing is spending some more time on precautions. |
Originally Posted by paimon.soror
(Post 4509207)
From what I understand from my brief conversation with VT on the topic, the last step of their testing is deliberate brick and recovery. They set up a bench test and did every "dont-do" to try and brick the ECU (ie unplug, power down, interrupt, etc).
So sounds like what VT is doing is spending some more time on precautions. |
Anyone know what the stock injectors are rated for with the S2? I saw on another thread that they were listed at 390cc and 480cc by mazda but is that accurate? I'm assuming that's flow at 3bar too. If that's true, then the S2 has a total flow of 1740 compared to the S1 which has 2300 @ 3bar (assuming 290/380/480). Does the S2 have a higher fuel pressure than the S1?
Anyway, for the stock map in mazdaedit on the R3 the injector scaling is set to: Code:
Injector Scaling A 500.95 |
Originally Posted by J8S2
(Post 4509309)
Anyone know what the stock injectors are rated for with the S2? I saw on another thread that they were listed at 390cc and 480cc by mazda but is that accurate? I'm assuming that's flow at 3bar too. If that's true, then the S2 has a total flow of 1740 compared to the S2 which has 2300 @ 3bar (assuming 290/380/480). Does the S2 have a higher fuel pressure than the S1?
Anyway, for the stock map in mazdaedit on the R3 the injector scaling is set to: Code:
Injector Scaling A 500.95Why do you ask ? |
Originally Posted by Brettus
(Post 4509328)
Sounds about right .
Why do you ask ? Just trying to figure out what cc secondary injectors to use with a FI setup. Have stock primaries and ID2000 secondaries and it's overkill. When the secondaries come on under partial load it's way too rich. We can go WOT and punch through it and they behave fine after but it's just when they initially turn on is the problem. Will try to swap them for ID1300's... |
Originally Posted by J8S2
(Post 4509337)
Actually I found this thread which says 450cc primary and 570cc secondary which makes a lot more sense and also lines up better with the stock injector scaling.
Just trying to figure out what cc secondary injectors to use with a FI setup. Have stock primaries and ID2000 secondaries and it's overkill. When the secondaries come on under partial load it's way too rich. We can go WOT and punch through it and they behave fine after but it's just when they initially turn on is the problem. Will try to swap them for ID1300's... BTW : your first post was correct with the sizes |
Originally Posted by blu3dragon
(Post 4509199)
Is this one really true? It just seems too impossible to believe. For a start, does anyone plug in their laptop when flashing the car? Mep was running on a desktop (same PC that runs the dynojet software) and was not attached to a UPS. Last I heard it is now surge protected and on a UPS. |
Originally Posted by Brettus
(Post 4509341)
I would put the stock P2s into P1 and run ID 1000s
BTW : your first post was correct with the sizes If I run the 480's in the primaries and 1000's in the secondaries that'll give me 2960cc, will that be enough to not run the injectors at more than 80% duty cycle at WOT? |
Originally Posted by J8S2
(Post 4509428)
Wow... so if they really are 390/480 then the S2 makes do with much less flow than the S1 at a given psi?
The S1 did however come with a lot more fueling , that was unnecessary for NA , hence why they changed it ................... :dunno:
Originally Posted by J8S2
(Post 4509428)
If I run the 480's in the primaries and 1000's in the secondaries that'll give me 2960cc, will that be enough to not run the injectors at more than 80% duty cycle at WOT? Does that answer your question ? |
Originally Posted by Brettus
(Post 4509431)
Unless I'm seriously misinformed ,neither the S1 nor the S2 came with forced induction .
The S1 did however come with a lot more fueling , that was unnecessary for NA , hence why they changed it ................... :dunno: I run less injector capacity than that making 350 whp . If you think you will make more than that you are being seriously optimistic. Plus : the bigger you go the worse the transition will be - as you have already found out . Does that answer your question ? |
Well decided to go with the stock secondaries in the primary spot and 1300's in the secondary spots and it seemed to do the trick. Now if Mazdaedit could stop crashing all the time some progress could be made...
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Originally Posted by J8S2
(Post 4518599)
Well decided to go with the stock secondaries in the primary spot and 1300's in the secondary spots and it seemed to do the trick. Now if Mazdaedit could stop crashing all the time some progress could be made...
ctrl/alt/del is used a LOT on my laptop. There never seems to be any damage done so I just do it and get on with it.
Originally Posted by J8S2
(Post 4518599)
Well decided to go with the stock secondaries in the primary spot and 1300's in the secondary spots and it seemed to do the trick. Now if Mazdaedit could stop crashing all the time some progress could be made...
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Originally Posted by Brettus
(Post 4518682)
Yes - mine crashes quite a bit as well . I've got fairly used to it now and know what things to avoid doing to minimise it .
ctrl/alt/del is used a LOT on my laptop. There never seems to be any damage done so I just do it and get on with it. |
Originally Posted by J8S2
(Post 4522031)
won't go into more details yet but just be careful.
Any idea what prevented ME from being able to reflash the ecu? Did you get in touch with epifan and let him know? How did you explain it to the dealer? I feel the need to repost this. I was able to recover from a bad flash using this process and have not had an issue since as long as I have followed it:
Originally Posted by blu3dragon
(Post 4488965)
Haha, well I just tried my first flash, and got a write error :scared:
Tried to upload the stock rom, no go. Tried to start the car, no go.... After some contemplation I managed to find the right combination to make it work: 1. Make sure the ignition is off 2. Unplug the openport from the usb port and make sure mazdaEdit is not running. 3. Plug the openport into the obd port. (no need to unplug, replug if it is already plugged in) 4. Turn ignition on 5. Plug in the openport to the usb port 6. Start mazdaEdit, start the flash utility (F11) 7. Hit the read information about ECU icon (F3) 8. Open the ECU rom image using the file open icon 9. Hit the write icon (F9) 10. Don't move or touch anything while it uploads the data. With my part-written flash, step 7 was not able to read any information from the ecu, but I was still able to write the data successfully. I'm sure there are other combinations that work, but there are also some that don't! |
Originally Posted by J8S2
(Post 4522031)
Well one crash recently soft-bricked the ECU which had to be fixed by a visit to the dealer... won't go into more details yet but just be careful.
Can you explain exactly what happened please so we can possibly learn how to avoid in the future . |
Well, I got tired of waiting for VersaTuner, if that's even still in the works, so I just ordered my OpenPort and will be ordering ME as soon as that gets here.
Spark dwell setting was mentioned in post #779. Based on the table presented in the coil dwell settings thread, it looks like the table cells correspond to dwell time in 25,600ths of a second. Is this the case, are those numbers reasonable, and has dwell adjustment been done using ME? I'd appreciate any advice you can offer. I find that the engine sounds somehow wrong, kind of weak, above 8000 RPM or so with the BHR ignition kit, and I would like to sort dwell times out before looking for another problem. |
Yep, I am about done waiting for VT as well. Was hoping to provide them with enough information to bring us more options when it came to tuning, but oh well
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Originally Posted by blu3dragon
(Post 4522343)
You realize that by writing that you make me want to know the details even more :)
Any idea what prevented ME from being able to reflash the ecu? Did you get in touch with epifan and let him know? How did you explain it to the dealer? I feel the need to repost this. I was able to recover from a bad flash using this process and have not had an issue since as long as I have followed it: While I was gone they ran into another problem. We are getting an error now (7FB110 Invalid Card Response) from ME and it basically locks us out from doing anything. Epifan says that this is because we flashed the ECU more than 100 times with a non-fixed kernel version. He says its because we're using an older version of ME and the version as of Feb 2013 has fixed kernel version flashing but we only started using ME in July... anyway he says we have to use a Piasini Master suite tool to flash a file that he'll provide to fix it. So yea... have to order one and wait till it arrives... thoroughly pissed off at the moment. |
He fixed the software for the 100 flash thing after It happened to me . I would have thought epifan would ensure that everyones software was updated to the new version .
What exactly happened the when the ecu bricked originally? |
Originally Posted by Brettus
(Post 4528768)
He fixed the software for the 100 flash thing after It happened to me . I would have thought epifan would ensure that everyones software was updated to the new version .
What exactly happened the when the ecu bricked originally? When the ECU bricked it was during a normal flash write that we've done so many times. ME crashed during the write and we thought just to re-open ME and flash again as it's happened before but this time it wouldn't detect the ECU at all. Car wouldn't start, couldn't read the ECU with anything. Tried for days and just decided to get the dealership to flash it which fixed it. |
These reports of continuous application crashing are what is keeping me away from ME for the time being.
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Originally Posted by J8S2
(Post 4528819)
Did you have to recover the same way he's telling me with piasini?
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Originally Posted by J8S2
(Post 4528819)
When the ECU bricked it was during a normal flash write that we've done so many times. ME crashed during the write and we thought just to re-open ME and flash again as it's happened before but this time it wouldn't detect the ECU at all. Car wouldn't start, couldn't read the ECU with anything. Tried for days and just decided to get the dealership to flash it which fixed it. |
Originally Posted by paimon.soror
(Post 4528832)
These reports of continuous application crashing are what is keeping me away from ME for the time being.
I would be willing to bet VT will have similar bugs as well . |
Yes I am sure. Unfortuantely I think VT at this point is no longer worth waiting for. I have seemingly lost contact with them. I assume they never got around their S2 ECU bricking issue.
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